Cars For Info Ford C-Max
eboutcar.co – Ford Used Cars and its plug-in-hybrid sibling, the C-Max Energi, have been on sale here in the United States since 2013. A decade before arriving stateside, they were introduced in Europe as typical gasoline-powered high-roof wagons. One look at the Maxes’ styling, and you understand they’re aging. Both use the same hybrid powertrain—a gasoline-fed four-cylinder engine mated to an electric motor—but the C-Max Energi’s larger battery, which can be topped up using an external charger, allows for more electric-only driving. The C-Max siblings compete against a range of hybrids: the C-Max hybrid against the Toyota Prius V, and the C-Max Energi against the Prius Plug-In and the Chevrolet Volt. Both Fords stand out by driving and looking more mainstream than other hybrids.
What We Like: The C-Max and the C-Max Energi drive very well for hybrids, and they very nearly feel like ordinary vehicles. That’s a compliment. With underpinnings similar to those beneath the fun-to-drive Focus compact sedan and hatchback, the C-Maxes go down the road comfortably and competently. Sporty the Fords are not, but they respond more positively to braking and steering inputs than even the latest Toyota Prius (which is improved in that regard relative to its predecessor) and, again, go about their business with a minimum of weirdness. The gas-electric powertrain pulls well, and the C-Max Energi’s extra electric juice helps quicken its acceleration slightly; in our testing, it went from zero to 60 mph in 7.9 seconds versus 8.8 seconds for the plain C-Max hybrid. The cabin is comfortable, with plenty of headroom and a nice, tall seating position; the dashboard layout is conventional and attractive, with soft-touch materials and easy ergonomics. The fitment of Ford’s new Sync 3 touchscreen display cures one of our bigger gripes with the 2013–2015 C-Maxes, their finicky Ford Used Cars Touch setup. Sync 3 mercifully brings with it larger on-screen buttons and easier-to-navigate menus.
Ford Used Cars Edge
Ford’s mid-size, two-row Edge occupies a sweet spot in the crossover marketplace, being both larger than the predominantly two-row compact offerings (Ford Escape, Honda CR-V, and Mazda CX-5) but more wieldy than longer three-row family haulers such as Ford Used Cars own Explorer. Redesigned for the 2015 model year, the Edge entered 2016 without any major changes—which is fine by us, given the Edge’s laundry list of positives. This is a mass-market crossover that’s uncommonly handsome and offers a choice of three distinct powertrains: a fuel-efficient, 245-hp 2.0-liter turbocharged four-cylinder; a 3.5-liter V-6 with 280 horsepower; and a fiery, 315-hp twin-turbocharged EcoBoost 2.7-liter V-6 that’s available only in the top-spec Sport—the one we tested. Front-wheel drive is standard on most models, with all-wheel drive available or standard on others.
What We Like: The 2016 Edge’s Sync 3 touchscreen display is a big improvement over the Ford Used Cars system it replaces. On higher trim levels, Sync 3 works with a pair of in-dash displays that flank an analog speedometer; the left-hand unit can be set to show trip information and offers access to vehicle and safety settings, while the right-hand screen can display navigation, audio, or phone shortcuts. The overall setup is fairly intuitive and looks slick, but accessing and tweaking the vehicle settings via the steering-wheel controls can be fiddly and is best accomplished with the vehicle stopped. That same menu affords access to the adaptive steering settings, of which there are two: Sport and Normal. In the Edge Sport, the driver can set steering preferences for both the default drive mode and for when the shift lever is placed in S, effectively the Edge’s Sport mode. We like that the choice of steering parameters isn’t explicitly dictated by which drive mode is selected. We also dig the Sport’s twin-turbocharged V-6 engine, which develops 315 horsepower and a mighty 350 lb-ft of torque; dipping into the throttle returns a muscular-sounding engine note and plenty of around-town zip (we recorded a swift, 5.6-second run to 60 mph). Every Edge manages a comfortable ride with decent body control, but even the Sport isn’t that sporty, evidenced by its modest 0.83 g of lateral grip around our skidpad.
Info Ford Used Cars Escape
While there are plenty of players in the thriving compact-crossover segment, only the 2017 Ford Escape offers consumers their choice of three four-cylinder engine options, all paired with a six-speed automatic transmission. The powertrain trifecta starts with the naturally aspirated 168-hp 2.5-liter inline-four, which comes only in the base, front-wheel-drive Escape S, a configuration that we’d recommend skipping. Next up is the turbocharged 179-hp 1.5-liter EcoBoost four-cylinder that comes standard in the 2017 Escape SE and Titanium trims, and both of which offer all-wheel drive. Things escalate quickly from there, with Ford Used Cars giving SE and Titanium buyers the opportunity to add a tidy 66 horsepower by checking the $1295 option box for the turbocharged 2.0-liter EcoBoost four, as on the 2017 Ford Escape Titanium tested here.
To compare apples to slightly smaller apples, the 2.0-liter EcoBoost in our all-wheel-drive Escape Titanium made sauce of the numbers posted earlier by a front-wheel-drive 2017 Escape Titanium with the 1.5-liter EcoBoost engine. With a zero-to-60-mph time of 7.1 seconds and a quarter-mile run of 15.6 seconds, the 2.0-liter shaved 2.1- and 1.3-seconds off the 9.2- and 16.9-second times returned by the lighter, two-wheel-drive, 1.5-liter Escape. Among the four-cylinder competition, only the aforementioned Subaru Forester with its 2.0-liter turbocharged flat-four manages to outrun this Escape, reaching 60 mph in 6.3 seconds and completing the quarter in 15 seconds flat. The 2.0-liter EcoBoost’s horsepower superiority pays dividends in towing, where it’s rated to haul 3500 pounds; the 1.5-liter EcoBoost is rated for 2000 pounds, and the base 2.5 four-cylinder can tug only 1500 pounds.
2017 Ford F-150 Raptor Review
All that results in a tow rating of 6,000 pounds for Ford Used Cars models and 8,000 pounds for four-door Supercrew models, a new body style that is being offered for the first time on the Raptor, allowing you to host four adults into the truck in comfort. The SuperCrew’s 145-inch wheelbase is 12 inches longer than the standard Raptor Supercab’s 133-inch wheelbase. Payload ratings come in at just 1,000 pounds for Supercab models and 1,200 for Supercrew, the lowest payload ratings offered across the F-150 lineup.
As the Ford Used Cars roads straightened, so did my right leg, pushing the Raptor’s EcoBoost to deliver on its promise of massive power, which it eagerly did with a growl from the new exhaust, nearly replicating a V8. It doesn’t sound quite as deep and guttural as the old 6.2-liter V8 from the Raptor or its competitor’s V8s, but that hardly matters when you’re blasting up to license-losing speeds so fast in such a big vehicle.
Though the engine upgrades are responsible for sending all that juice to the wheels, it’s the new 10-speed automatic that lets it flow so smoothly. Each shift fires off quicker than the last, reminiscent of a dual-clutch unit’s finesse. And most surprisingly, we didn’t find the transmission hunting for gears at all, always seeming to pick the right place to be. While cruising in 10th gear at 60 mph, a foot-to-floor request for power is met by a sudden and perfectly executed downshift by half, jumping into fifth and delivering a wave of torque. It’s even better in Sport mode, when the truck keeps the RPMs high and the turbos spooled so there is no lag to speak off.